Professional Documents
Culture Documents
I Ship Technology
4 Rigging Technology
Edition 2009
The following Guidelines come into force on July 1st, 2009
Alterations to the preceding Edition are marked by beams at the text margin.
Head Office
Vorsetzen 35, 20459 Hamburg, Germany
Phone: +49 40 36149-0
Fax: +49 40 36149-200
headoffice@gl-group.com
www.gl-group.com
"General Terms and Conditions" of the respective latest edition will be applicable
(see Rules for Classification and Construction, I - Ship Technology, Part 0 - Classification and Surveys).
Table of Contents
Section 1
1. Scope 1. General
1.1 These Guidelines generally apply to sailing 1.1 Generally, the basic value for all following
yachts of L > 24 m, under the condition, that the yacht evaluations is the static righting moment (RM) of the
is handled correctly in terms of good seamanship. yacht at full displacement with a heel angle corre-
sponding to SWA.
1.2 These Guidelines are generally applicable for
bermudian rigs with spars made of carbon fibre rein- 1.2 The "Safe Working Angle (SWA)", which
forced plastics or aluminium alloy. will be referred to in the following, generally represents
a heeling angle of 30°. However, other angles may be
1.3 The principles presented in the following are defined as SWA in agreement with GL. GL reserves
to be used as a general guidance. Any detailed analysis the right to assess the SWA according to the relevant
which is leading to different reserve or reduction factors characteristics of the yacht under sail according to Ta-
can be submitted on the basis of an equivalent safety. ble 1.1 or special characteristics such as canting keel.
1.4 Scope of these Guidelines are the structural 1.3 Large Cruising Catamarans require a different
integrity of one- or multiple-masted, bermudian rigged approach defining a basic design parameter. Where the
monohull or multihull sailing yachts including the righting moment is a very common value for monohulls,
dimensioning of standing rigging, mast and boom this is not so for "heavy" cruising catamarans. These ves-
sections as well as local construction in way of fittings sels often provide excessive stability which makes it im-
structurally attached to the spars. practical to work from. Rather a more direct, yet conserva-
tive, approach is taken by using the wind pressure directly.
1.5 Upon request, the performance on construc-
tion can be supervised by GL. Basis for this is a 2. Load cases
relevant shop approval for the typical construction
techniques. The survey will be carried out in perio- 2.1 Ordinary sailing conditions
dical intervals where an assessment is made whether Upwind beating, reaching and broad reaching under
the product under supervision is built in accordance appropriate sail configurations for light, moderate,
with approved documentation and the societies stan- strong and stormy wind conditions, such as:
dards by random control.
– full main, working jib, genoa I or reacher
2. Documents to be submitted – several reef stages main, working jib, reefed jib,
stay sail
Relate to Annex A for the scope of documents and
information required for Certification listed for each – spinnaker only
of the different Certification modules. – others and special configurations for special rigs
(A )
n
SAMi = ∑ j ⋅ CoE j CLR [m3 ]
CoEf j =1
CLR SAM i
fi = n
∑ SAMi
Fig. 1.1 Centres of effort i =1
I - Part 4 Section 1 B Design and Construction of Large Modern Yacht Rigs Chapter 2
GL 2009 Page 1–3
The design righting moment RMdesign for each mast is From this wind speed the sail pressure forces are cal-
to be taken the lower of: culated using the equation:
The design wind speed is calculated using the above A set of point loads is to be calculated from Ftm acting on
equation with the true wind speed multiplied by factor the mast as shown in Fig. 1.2. The point load distribution
of 1,25: shall be appropriate for the specified sail configuration
and has to reproduce the equilibrium of moments. Table
AWSD = 1, 25 ⋅ TWS + cos (TWA) ⋅ BS 1.2 shows examples of such point load distributions.
Fim
Table 1.3 Approach for foresail load distribution
zi cif
Gooseneck
tack 1 (0,3)
CLR
clew 1 (0,3)
Fig. 1.2 Mainsail load distribution
head 0,4
1
Fim = cim ⋅ Ftm [N], where not applied on rig explicitly
CLR
CoEs CLR !
3
= 1
∑ ( cis ⋅ zi )
Fif i =1
Sheet, Tack
zi Fts = transverse force spinnaker according to 3.2
CLR
cis = distribution factor with:
Fig. 1.3 Foresail point loads
n
∑ cis = 1
Fif = cif ⋅ Ftf [N], where i =1
Table 1.4 Approach for spinnaker load distribution 4.1.1.2 Foresails (genoa, jib, staysail, etc.) hal-
yards
cis
F
tack 1 (0,3) Ffhy = 1, 02 ⋅ tf [N]
8⋅s
clew 1 (0,3)
head 0,4 Ftf = according to 3.2
1 not applied on rig explicitly s = sag fraction
= 0,045 [–], (4,5 % of leech length)
3.3 Self-weight forces
4.1.2 Boom outhaul
The self-weight of a rig induces additional internal
forces in the rig, especially when a rig is heeled; the The force of the outhaul is generated by the horizontal
occurring forces are often of mentionable magnitude component of the leech load and a force resultant from
and need to be considered and applied to computa- the sag of the sail foot.
tional rig models aside the forces derived from right-
ing moment or wind pressure. ⎛ ⎛ P ⎞⎞ E
Foh = cos ⎜ arctan ⎜ ⎟ ⎟ ⋅ Fml + Ftm ⋅ [N]
⎝ ⎝ E ⎠⎠ P ⋅ 8 ⋅ 0,05
3.4 Extreme loads
Fml = according to 4.1.1.1
Extreme loads can be defined in each separate case,
depending on special configurations. Ftm = transverse force from mainsail according to 3.2
Ftm
= ⋅ fr [N]
8⋅s Fml
fr = roach factor
Xv
Am
=
0,5 ⋅ P ⋅ E a
Ftm = according to 3.2 F
v
s = sag fraction
= 0,065 [–], (6,5 % of leech length) for all cate-
gories Fig. 1.5 Vang load determination
Chapter 2 Section 1 B Design and Construction of Large Modern Yacht Rigs I - Part 4
Page 1–6 GL 2009
⎛ ⎛ P ⎞⎞ E Note
FV = sin ⎜ arctan ⎜ ⎟ ⎟ ⋅ Fml ⋅ [N]
⎝ E
⎝ ⎠⎠ x V sin α Working loads of longitudinal stays can be determined
analytically (see 4.2.2).
Fml = according to 4.1.1.1
4.2.1 Shrouds
xv = distance from gooseneck to boom vang fitting
[m] Calculation of shroud working loads is to be based on
the input specified in 3.
α = angle between vang and boom
s = sag fraction 4.2.2 Headstays
= 0,25 [–], (25 % of leech length) for category I, II The working load is the resultant axial force due to
sag of a sail-carrying headstay.
= 0,20 [–], (20 % of leech length) for category III
= 0,15 [–], (15 % of leech length) for category IV The sag is the maximum transverse deflection of a line
under a lateral uniform load between its end points.
4.1.5 Spinnaker pole
The values specified below are relevant for the load
Normally, the maximum working compression of the case of a full main combined with a jib of 100 % fore-
spinnaker pole occurs under tight reaching condition, stay-triangle area or reefed main combined with stay-
when the spinnaker pole points straight forward. The sail at SWA. The lateral load q is a uniform load
load induced is assumed to be generated by an interac- equivalent to the force Ftf defined in 3.2.1, see Fig. 1.7.
tion between afterguy and pole according to Fig. 1.6.
Headstay working load Fhs:
q ⋅ l0
guy Fhs = [N]
after 8⋅s
b
a S-pole
Ftf
SPL
q = [N / m]
l0
Fi (tack)
Fsp = [N]
tan α FFS
Fi (tack) = relevant Fis according to 3.2.6
⎛ b ⎞ I-Point
α = arctan ⎜ ⎟
⎝ SPL ⎠
b = distance of deflection sheave from centre
line or length of jockey pole [m]
It is to be considered whether a supplement has to be
made due to sheet loads (for rather flat spinnakers or q
gennakers).
Foresail
4.2 Standing rigging
GL examines standing rigging sizes by calculating ten-
sile forces and correlate them with the reserve factors
according to 5.1. Calculation method is geometric non-
linear finite element analysis. The tensile forces deter-
mined this way are also called maximum working loads
(MWL) under the conditions of these Guidelines. Fig. 1.7 Headstay load
I - Part 4 Section 1 B Design and Construction of Large Modern Yacht Rigs Chapter 2
GL 2009 Page 1–7
Also refer to C.1.3 for minimum elastic properties of tubes. Fig. 1.8 Forces on a spreader
However special considerations are required for furl-
ing masts with open sections. Vn+1
Fyb = sectional loads in y-direction Fy at spreader tips Table 1.8 Distribution factors
obtained from finite element analysis (FEA)
3- 4- 5-
= 2,5 ⋅ Fy [N] c2 spreader- spreader- spreader-
The sectional loads in the spreaders are combinations rig rig rig
from design loads listed above. Spreader 1 0,5 0,5 0,4
Spreader 3 0,95 1,0 1,0 RF ≥ 1,1 for Euler-Buckling of spreader versus rele-
vant design loads specified in 5.3.1
Spreader 4 –– 0,96 0,95
5.3.4 Spreader wall buckling
Spreader 5 –– –– 0,85
RF ≥ 1,1 for thin wall buckling of spreader versus
relevant design loads specified in 5.3.1
5.3.2 Loading on leeward side
Fyc = loads from mainsail pushing against each 6. Booms
leeward spreader
Booms are subjected to compression, bending, shear
ρ 2 and torsion primarily through the loads from sheet,
= lp ⋅ E ⋅ c1 ⋅ c2 ⋅ c3 ⋅ ⋅ vaws [N] leech, outhaul and vang, see Fig. 1.10.
2
P
lp = [m]
n +1
n = number of spreaders
P = mainsail hoist, see 3.2.1
ρ = density of air [kg/m3]
vaws = apparent wind speed for design pur-
pose = 19 m/s
c1 = sail girth factor, refer to Table 1.7
c2 = distribution factor, refer to Table 1.8
c3 = overload factor = 2,0 Fig. 1.10 Forces on boom
E = foot of mainsail, see 3.2.1 Design Loads:
Choosing this method, all other design loads (Fx, Fya 1,5 × release load for max. possible relief valve
and Mby) are assumed to be zero. setting [N]
Table 1.7 Girth factors 1,0 × max. working loads of all relevant sheets,
lines, outhauls etc. [N]
3- 4- 5- 1,0 × Mt (resulting torsional moment), see Fig. 1.12
c1 spreader- spreader- spreader-
rig rig rig M t = Fsh ⋅ h + Fsail ⋅ k [Nm]
Spreader 1 0,75 0,8 0,83 Fsh = horizontal component of mainsheet load [N],
Spreader 2 0,5 0,6 0,67 see Fig. 1.11
Spreader 3 0,25 0,4 0,5 Fsail = component of mainsail load acting at main-
sail clew [N], see Fig. 1.11
Spreader 4 –– 0,2 0,33
1 ρ
Spreader 5 –– –– 0,17 Fsh ≈ Fsail = ⋅ ⋅ A ⋅ v2 ≈ 75 ⋅ A [N]
3 2
Chapter 2 Section 1 B Design and Construction of Large Modern Yacht Rigs I - Part 4
Page 1–10 GL 2009
0,8 × breaking load of running rigging γgj = 2,5 on ultimate shear strength of adhesive
without bolts/rivets
2,0 × max. working load of running rigging
– cleavage is to be avoided
1,5 × max. vang load (hydraulic device: release load)
– joints of mast-, boom- or spreader shells shall be
Others to be specified in detail. located in one of the neutral axes
If more than one design load is relevant, the highest – structural threads are not allowed in laminates
resulting value has to be chosen.
εct all = 0,25 % allowable compression and tensile A solid laminate lay-up shall have well-balanced me-
strain chanical properties, i.e. off-axis fibres evenly distrib-
uted, unless special configurations are required in
εis all = 0,45 % allowable in-plane shear strain well-founded exceptional cases.
Chapter 2 Section 1 C Design and Construction of Large Modern Yacht Rigs I - Part 4
Page 1–12 GL 2009
In a laminate a batch of plies with fibres aligned solely 1.2 CRP samples
in one direction may not exceed a thickness of 1,5 mm
or a fibre weight of 1500 g/m2 respectively. Generally, CRP samples of the fabricated tube have to be submit-
grouping of 90° plies is to be avoided. ted to GL. Samples can be:
– spar shell ends close behind cut-offs
For polymer matrix composites the reinforcement fibre
will be the primary load carrying element, because it is – pieces from cut-outs, e.g. from:
stronger and stiffer than the matrix. The mechanism for – spreaders, tang fittings
transferring load throughout the reinforcement is the
shearing stress developed in the matrix. Thus, a fibre – halyard slots
dominated laminate characteristic is desired wherever – others, if available, with designation of their
possible. A (0°/ ± 45°/ 90°)-lay-up is recommended, a location
minimum of 10 % of the fibres should be aligned in
each of those directions (see also B.9.1). Pieces will be stored.
In any case the transverse Young's modulus in com- Some of the CRP samples are to be representative of
pression shall exceed a minimum of 20 % of the value the 0° (longitudinal) direction of the tube with a
in longitudinal direction. The polar graph of the in- minimum size of 100 × 10 × t [mm] for a possible
plane Young's modulus shall not have major concave compression test.
areas see Fig. 1.13.
1.3 Material tests (CRP)
The minimum shear modulus in shell plane shall be
not less than 11 % of the Young's modulus in com- Analysis of local details may be performed in a more
pression. exact and less conservative way, when reliable test
data of the relevant laminate properties are available.
Conditions, where peel stresses occur due to abrupt However, before applying test data values it shall
steps or bonded structures with significantly different always be considered, whether the test data in question
stiffnesses are to be avoided. are (really) significant for the particular design prob-
lem. Tests have to be carried out according to appro-
The taper of a laminate, for example reduction of
priate standards at an independent, accredited institute.
section thickness or a reinforcement patch, has to be
The specimen shall be supplied by the mast-builder
carried out according to a proper taper ratio.
and be fabricated under realistic conditions corre-
When drilling holes in CRP, measures are to be taken sponding to the component-construction.
to prevent fibres from breaking out of the back face.
1.4 Design values
0° For each mechanical property of a laminate a min. num-
ber of tests is to be carried out. A statistical average is
then to be taken as outlined in the following, to obtain the
characteristic value, which will be taken as design value.
A "normal distribution" is assumed for the test values
270° 90° of the mechanical properties. A 5 % fractile for a
probability of P = 95 % (confidence interval) is to be
applied here. The relevant formula for the characteris-
tic value Rk is:
⎛ u ⎞
R k (α, P, s, n) = x − s ⋅ ⎜ uα + P ⎟
⎜ n ⎟⎠
E11_LT ⎝
uα/P = α %/P % fractile (percentile value) of a nor-
0° mal distribution for defining a minimum value
= 1,654 for the above condition
(α = 5 %, P = 95 %)
x = arithmetic mean value from test results
270° 90° n
∑ xi
i =1
=
n
s = standard deviation
G12_LT 2
1 n
= ⋅ ∑ ( xi − x )
Fig. 1.13 Polar diagrams n − 1 i =1
I - Part 4 Section 1 C Design and Construction of Large Modern Yacht Rigs Chapter 2
GL 2009 Page 1–13
xi = individual test value i of set of n tests To obtain allowable values, the design values for
strength and strain properties have to be combined
n = number of tests for one mechanical property with the reduction factors (refer to B.9.1.3). Fig. 1.14
illustrates the path and links between load application
Elastic properties for a laminate with off-axis content and load absorption accordingly.
can be calculated if the properties for the pure unidi-
rectional laminate are known according to the "classic The tests according to Table 1.9 are considered appro-
laminate theory". An analogous conclusion for priate for the investigation of material properties for
strength properties is unfortunately not possible. CRP.
A simplified approach to derive strength properties of GL reserves the right to interpret the test data due to
multiaxial laminates from properties of unidirectional different test methods.
laminates is given here with the "strain to failure"
consideration: 1.5 Material certificates for aluminium alloys
It is assumed that the strength properties of a laminate Valid material properties of specific aluminium alloy
are "fibredominated" (see also provisions in C.1.1). verified by a "3.1.B. material certificate" according to
The strain to failure values are similar for multiaxials DIN EN 10204 or similar can be submitted to GL. Other-
and unidirectionals. This is because for a multiaxial wise, GL will base the calculations on general mini-
laminate the ultimate strain in compression or tension mum properties for the aluminium alloy in question.
is governed by the ultimate strain of the 0° plies con-
tained therein. This allows to obtain the ultimate strain 1.6 Quality assurance
values from a 100 % 0° laminate as to represent de- An internal quality assurance of the production facility
sign values when statistically assured. Further, it will shall be guaranteed, e.g. be in compliance with the ISO
be assumed that the in-plane shear strain is governed 9000 series or be suitable for the facilities and com-
by tensile/compression properties of fibres running prise inspection of incoming goods, storage of mate-
under ± 45°. rial, responsibilities and the process of fabrication.
Statistical Evaluation
Reduction Factor
(Tensile strength), tensile modulus, ASTM D3039, SACMA SRM4 or DIN EN ISO 527-4,
elongation at break test specimen III, 5 samples
(Compressive strength), compressive modulus, ASTM D3410, SACMA SRM1 or Draft DIN EN 2850,
elongation at break specimen A1 with free edge of 8 mm, 5 samples
Flexural strength, flexural modulus (if applicable) ASTM D790, EN 63-ISO 178, 5 samples.
Interlaminate shear strength ASTM D2344, 5 samples
3.1 Rigging and attached fittings 6.3 For mast heights over 15 m above water line,
the protection zone is based on the striking distance of
3.1.1 Rod rigging should be replaced, when: the lightning stroke. Since the lightning stroke may
– any kind of crack appears (typically at "cold strike any grounded object within the striking distance
heads") of the point from which final breakdown to ground
occurs, the zone is defined by a circular arc. The ra-
– in case of a permanent bent caused by mishan- dius of the arc is the striking distance (30 m). The arc
dling passes through the top of the mast and is tangent to the
water. If more than one mast is used, the zone of pro-
A first disassembly and inspection of the rigging should
tection is defined by arcs to all masts.
be carried out latest after 2 years (1 year for category III
and IV rigs) or 40 000 miles (10 000 miles for category The protection zone formed by any configuration of
III and IV rigs) or according to suppliers schedules. masts or other elevated, conductive and grounded
objects can readily by determined graphically. All
3.1.2 Soft aramid rigging components inside the protection zone shall be light-
Soft aramid cable shall be replaced when the cover is ning grounded to earth.
damaged such that the break penetrates to the fibre
core. 6.4 The entire circuit from the top of the mast to
the ground shall have a mechanical strength and con-
Rigging should be inspected at least every year (every ductivity not less than that of a 25 mm2 copper conduc-
1/2 year for category III or IV rigs) or after 10 000 tor. The path to ground followed by the conductor shall
miles (5 000 miles for category III or IV rigs), which- be essentially straight and on the shortest way possible.
ever comes first or according to suppliers schedules. Corners or sharp edges shall be avoided in conductors.
The terminals should be inspected according to sup-
6.5 For carbon masts it is recommended to pro-
pliers recommendations.
tect other cables against (strong) magnetic fields oc-
3.1.3 PBO and carbon rigging curring, when passing the conductor through the mast.
In general, maintenance and replacement schedule of 6.6 The top of the lightning spike should at least
the cable supplier shall be followed. be 300 mm above anything that is susceptible in this
context (structure, antenna, instruments), see also
4. Coating definition of "protection zone" in 6.3.
All carbon parts that are subjected to direct sunlight 6.7 The lightning spike should have a metallic
shall be protected by a non-transparent, light colour. diameter of not less than 8 mm.
The thickness shall be sufficient to protect from UV-
radiation. Also refer to ISO 10134 and/or GL Rules Part 3 –
Special Craft, Chapter 3 – Yachts and Boats up to
24 m, Annex F.
5. Corrosion protection
Metallic parts have to be insulated from carbon fibres 7. Inclining test
by using an adhesive layer or a thin glass fibre ply,
which shall ensure sufficient protection against con- It is strongly recommended to carry out an inclining
ductive connection. The reason is that carbon fibres do test about the initial stability of the completed vessel. If
not only conduct electrical current, but are also sensi- a construction survey is carried out according to A.1.5,
tive to cathodic corrosion. an inclining test has to be carried out. The test will be
witnessed by a GL surveyor. The interpretation of the
It is generally recommended to wrap carbon-spars in a measured data to gain hydrostatic stability values, i.e. the
resin-rich layer of glass woven roving laminate to pre- righting moments, will be checked by GL.
vent splintering of carbon fibres in case of damage and
to provide a certain protection against local impact.
8. Stepping and rigging of masts
For spars made of aluminium-alloy, austenitic metals
The stepping and rigging of a mast has to be per-
have to be insulated from aluminium alloy compo-
formed by experts according to the designers/manu-
nents.
facturers specifications.
Annex A